The system currently uses Text-To-Speech ("TTS") technology to emulate the First Officer's voice.   Once the various checklists and other functionality have been solidified, it is our current plan to change the TTS to "real human" voice recordings.

A VERY IMPORTANT NOTE:

BEFORE USING IT'S YOUR PLANE, YOU MUST HAVE FSUIPC (VERSION 3.73) INSTALLED.

http://www.schiratti.com/dowson.html

NEW FSUIPC.DLL replaces FS6IPC.DLL for use with FS98/FS2000/FS2002/FS2004 (reverse compatibility for FS98 add-ons) March 1st 2007 (2.1 MB)

VERY IMPORTANT NOTE FOR NON-VISTA USERS:

You need to have the Microsoft Speech SDK Version 5.1 installed and you need to execute a minimum of three (3) training sessions in order to provide reliable voice commands.

http://www.microsoft.com/downloads/details.aspx?FamilyId=5E86EC97-40A7-453F-B0EE-6583171B4530&displaylang=en

The download link on this page is entitled: SpeechSDK51.exe 68.0 MB

YET ONE MORE IMPORTANT NOTE:

CURRENTLY, ONLY FS 2004 (FS9) IS SUPPORTED; FSX IS UNDER DEVELOPMENT.   BEFORE LAUNCHING THE IT'S YOUR PLANE APPLICATION, YOU NEED TO BRING UP THE MICROSOFT FLIGHT SIMULATOR AND LOAD AN EXISTING FLIGHT PLAN.

YOU MUST HAVE AN EXISTING FLIGHT PLAN LOADED!

IF YOU OPEN THE SIMULATOR AND CREATE A NEW FLIGHT PLAN, SAVE THE FLIGHT, THEN LOAD THE FLIGHT. THEN RUN THE IT'S YOUR PLANE APPLICATON.

ANOTHER IMPORTANT NOTE:

THE AIRCRAFT CHECKLISTS THAT HAVE BEEN PREPARED ARE:

BOEING 737-400     (Microsoft default)
BOEING 777-300     (Microsoft default)
BOEING 747-400     (Microsoft default)
CESSNA C172     (Microsoft default)
CESSNA C182     (Microsoft default)
LEARJET 45     (Microsoft default)

As other aircraft checklists are developed, they will be displayed above.

Thank you.

ANOTHER VERY IMPORTANT NOTE:

You are the Captain of the ship. The First Officer ("FO") will greet you in the cockpit and ask you to wait until he/she acquires the requisite information for the aircraft and flight plan from the IYP server(s), located in British Columbia, Canada. You will hear, "Captain, it's your plane... we're ready to go!"  

To listen to the application starting up: CLICK HERE

Execute All Checklists
The FO will then ask, "Captain. Do you want me to run through all of the checklists as required?"   You can respond with "Affirmative", "Yes please", "Negative", "No thanks.", etc. ( see the Voice Commands section )"   If you respond in the affirmative, the FO will run through all of the checklists... from Pre-Flight to Shut Down.

Do Not Execute the It's Your Plane Checklists
If you respond with "Negative", you can still use all of the features of It's Your Plane... e.g., "Turn the panel lights on", "Airspeed 250", "Set Com1 One to 123.5", etc.     ( see commands )

Execute Individual Checklists
If you decline to have the FO execute all of the checklists, then you can execute each one as needed by simply saying, respectively:

"Let's do the Pre-Flight checklist."
"Let's do the Before Start Up checklist."
"Let's do the Start Up checklist."
"Let's do the Before Taxi checklist."
"Let's do the Taxi checklist."
"Let's do the Before Take Off checklist."
"Let's do the Take Off checklist."     (which performs both the Take Off and Climb Out checklists)
"Let's do the Cruising checklist."     (above 10,000 feet)
"Let's do the Descent checklist."     (as you are leaving the cruising flight level)
"Let's do the Approach checklist."   (which performs both the Approach and Landing checklists)

NOTE: (The FO will automatically ask you if you wish to perform the Approach and Landing checklists when you are less than 20 miles of the destination airport, IF (and only IF) you have just completed the Descent checklist.)

"Let's do the Taxi-To-The-Gate checklist."
"Let's do the Parking checklist."
"Let's do the Shut Down checklist."

Cold and Dark
If your aircraft is not in a Cold and Dark state when you start the flight, you can say... "Restart cold and dark."   The FO will respond with... "Roger. Resetting the system to cold and dark."

Synchronise The Simulator's Clock With Zulu
Simply say, "Set the time to Zulu", or "Use Zulu time", and the system will reset the simulator's clock to Zulu time.

Display Speech in the Simulator
Phrases that you speak (e.g., "Affirmative","Yes please", "Negative", "Checked", "Roger", "Climb and maintain 5,000", "Turn left heading 230", etc.) can be displayed in the simulator's RED bar at the top. To Activate / Deactivate this feature, simply say, "Display the speech bar", or "Hide the speech bar".  The default setting for this feature is ACTIVE, meaning that the words you speak will be displayed in the Speech Bar.

By default, the Microsoft FS displays the text in a HORRIBLE RED ON GREEN format. If you have a REGISTERED version of FSUIPC (which, incidentally, I strongly recommend), you can make the text WHITE ON GREEN by enabling the checkbox entitled:

"Non-scrolling FS messages to be white" under the Miscellaneous Tab.

WhiteMessages=Yes

Activate / Deactivate the IYP System
This is too obvious... simply say, "Activate the system", or "Deactivate the system". This is handy when your spouse or children want to carry on a conversation with you, while Michelle is hanging on your every word. It could get ugly!

Pop-Up Window Names
It may help you to ask the FO for the names of the various Pop-Up windows (if you don't already know them), by asking, "What are the window names?" The FO will read back the names of the windows, like: "Radio Stack", "GPS", "Throttle Quadrant", "Overhead Panel", "Clock", "Mini Panel", etc. You can then pop-up, or remove these windows, by simply saying, "Bring up the GPS" and/or "Get rid of the Radio Stack", etc.

Get the Origination and Destination Weather Reports
It's a good idea to obtain the weather reports for both the origination and destination airports. Imagine that we will be flying from Chatwick, United Kingdom ("EGKK") to Paris, Orly airport ("LFPO").  Simply say, "Give me the weather for Echo, Golf, Kilo, Kilo." The FO will deliver the Chatwick weather report from the local METAR data. Then, ask the FO for the Orly weather... "Give me the weather for Lima, Foxtrot, Papa, Oscar." The FO will read back the Orly weather report.

The ability to know the weather at the destination airport is a feature that simmers have been crying-out for, for a long time.

About Vertical Speed
When you say something like, "Climb and maintain flight level 240", the "default vertical speed" for that aircraft is used as it's Rate-Of-Climb. Similarly, in response to "Descend and maintain 6,000", the system will use the "default vertical speed" for the descent.

Let's use the example of controlling the descent rate of a Boeing 747-400.   If you say, "Descend and maintain 6,000", the "default vertical speed" for this aircraft is 1,800 feet-per-minute.   However, if you are descending too quickly and you receive a "sink rate alarm", you can say (for example), "Set the vertical speed to 1,200", or "Set the rate of descent to 900".

Here's yet another example.   A Boeing 727-200 also has a default vertical speed of 1,800 feet-per-minute.   However, the aircraft cannot maintain this vertical speed of 1,800 feet-per-minute all the way up to its ceiling of flight level 350; the vertical speed will need to be reduced above flight level 280.

IMPORTANT NOTE: All calls for a climb or a descent will use the previous rate of descent.

The FO, Michelle, began running down the checklist for the Boeing 737-400 aircraft. The FO asked the Captain to confirm that the Parking Brakes were on, the Battery Master Switch was on, and that the Panel Lights were set as required.   Since it was a daytime flight, the Captain left the Panel Lights off and simply said, "Checked."   The FO then asked the Captain to start the APU, and check that the Avionics were on, the Gear Lever was down and locked, the Flaps were up and trim, the Spoilers were fully retracted, that the Fuel-Flow valves were off, the Engine Instruments were functioning properly, the Anti-Ice switch was set as needed, the Aircraft Lighting was operating properly, and finally she asked the Captain to get the ATIS information for the local airport.

Once the Captain indicated that he had obtained the ATIS information and relayed the flight information to Flight Services, the FO asked to have the Altimeter checked, and then instructed the Captain to obtain IFR Clearance. Once IFR Clearance had been obtained, the FO asked for confirmation that the Transponder Squawk Code was properly set, asked that the Navigation Lights be turned on, and after verification, the FO requested that the Captain turn on the No Smoking signs, by saying "No Smoking On", inquire as to whether or not he wanted the Cabin Music to be turned on and then told the flight crew that they could begin passenger boarding.

The Pre-Flight Checklist was completed.

Listen to a typical Pre-Flight scenario... click HERE

NOTE: If the Captain had elected to execute each checklist manually, he would have said, "Let's do the Before Start Up Checklist."

The FO continued by asking the Captain to turn on the Fasten Seat Belts signs. The Captain said, "Seat Belts On."   The FO then asked the Captain to verify the Fuel Quantity.   After verifying that they had the correct fuel quantity, the Captain said, "Checked."

NOTE: To have the FO pop up the simulator's Fuel and Payload panel, say, "Verify fuel quantity."

The Before Start Up Checklist had been completed.

The Captain called for a push-back.

NOTE: You can request a Push Back at any time during this process by simply saying, "We're ready for a Push Back.", or "Pushback clearance obtained". You can then say, "Push the tail left.", or "Push the tail right."   Once again, at any time during the Start Up sequence, you can say, "Stop Push Back."

Listen to a typical Before Startup scenario... click HERE

NOTE: This can be done by bringing up the Throttle Quadrant and flipping the Fuel Valves to their ON position manually, or you can say, "Number 1 fuel on.", followed by, "Number 2 fuel on."

NOTE: In the "real world", the ground control determines when, where and how the Push-Back sequence happens.

NOTE: Here again, you can push and hold down the Number 1 Start Engine ignition button on the aircraft's panel, or you can simply say, "Start Number 1."  

That concluded the Startup Checklist.

Listen to a typical Before Startup scenario... click HERE

During this procedure, the flight crew was explaining the safety features of the aircraft to the passengers.

The checklist ended.

Listen to a typical Before Taxi scenario... click HERE

The checklist was completed.

En route to the assigned runway, the cabin crew continued explaining the safety features to the passengers.   As they were nearing the assigned runway, the Captain called for the flaps to be set to their takeoff position of 15 degrees.   Once they reached the staging area of the assigned runway 26, the Captain asked the FO to change Com1 to the tower frequency.

Listen to a typical Taxi scenario... click HERE

The FO then asked the Captain to request takeoff clearance and after the clearance has been obtained, the FO asked the Captain to set the pitot heater as needed, and ended by asking him to turn on the landing and strobe lights.

The checklist ends.

Listen to a typical Before Takeoff scenario... click HERE

They're Rolling...
As they passed 80 knots, the FO said, "80 knots".

NOTE: After 80 knots, but before speed V1, a "Reject Takeoff" can be executed in the event of a system failure. (see Reject Takeoff [RTO] at the bottom of the page)

NOTE: If the Captain had not been using the TO/GA procedure, he would have gradually reduced the thrust so that the airspeed would have stayed in the range of 230-240 knots while maintaining a rate of climb of approximately 10 degrees nose up.   In the TO/GA process, the foregoing is effected automatically by the FO.

NOTES: By saying (e.g.), "Going to 123.95", automatically sends a "1" (like pressing the "1" key) to the ATC window to acknowledge the change in frequency, then changes the frequency in Com1 to the requested frequency.

In addition, by speaking the phrase [ Flight Number ], followed by the phrase "is with you.", (e.g., "1123 is with you."), automatically sends a "1" to the ATC window to execute the ATC Contact menu item command.

Naturally, during the Takeoff, the Captain was being contacted by Departure and was changing the aircraft's heading, etc.   The Takeoff period is hectic... both in real life and in a simulator. There's a lot going on!   However, once you familiarise yourself with the various voice commands, you will invariably realise that your trusty First Officer Michelle is a great assistant, and you will become more and more comfortable with each successive flight.

Passing Through 10,000 Feet
Once they passed through 10,000 feet, the FO asked if the Captain wanted her to increase the Airspeed to 300 knots. The Captain responded with "Yes please". The aircraft continued to climb until it passed through 13,000 feet, where the FO called for the Seat Belts signs to be turned off and reported this fact to the passengers.

The Takeoff checklist ends.

Listen to a typical Takeoff scenario... click HERE

Flight-Following Channel
At various times throughout the flight, the FO performed Flight-Following announcements to those passengers who were listening to that channel with their headsets.   Depending on the geographical areas that the aircraft was passing over, she announced items of interest to passengers on the left and/or right sides of the aircraft and also indicated the ground temperature at various places en route.

Listen to a typical Climb Out scenario... click HERE

Listen to a typical Cruise scenario... click HERE

The Cockpit Voice Recorder audio fades out, then fades back in at a point 64 miles from Helena.

Since the FO was still controlling the airspeed, she automatically extended the spoilers to 25% and rapidly decreased the Mach speed as the aircraft experienced some Clear Air Turbulence (CAT).   About that time, ATC contacted the crew and indicated that the destination runway would be Runway 27 and began vectoring the aircraft towards the airport.   The Captain then asked Michelle to load the ILS Approach frequency for runway 27.   She looked up the ILS frequency from the database, loaded the frequency into the Nav 1 radio and responded with, "Nav 1 set to the ILS Approach frequency of 110.1 for Runway 27 ... verify Course Setting." The Captain answered, "Make the course 270."   The FO set the course to 270 and confirmed the action.   The Captain then asked the FO to set the NAV/GPS switch to the NAV position.

ATC continued to vector the aircraft towards the airport and about 42 miles out, instructed the crew to descend to 11,000 feet.

As the aircraft descended below 20,000, the FO Michelle said, "Captain, don't forget to check the Altimeter setting once we drop below the Transition Level."

At about 19,500 feet, the FO stated, "Captain, I will let you take care of the airspeed until we begin our approach towards final.   Please switch the display from Mach speed to Airspeed."

As the aircraft descended below 17,500 feet, the FO said, "Captain, I recommend setting the Airspeed to 250 knots."   The Captain responded by saying, "Airspeed 250."   The FO set the airspeed and confirmed with, "Roger - Airspeed 250."

As they dropped below 16,000, Salt Lake Center ATC contacted the crew and instructed them to switch to 119.5 and contact Helena Approach.   The Captain said, "Going to 119.5", the FO acknowledged ATC and loaded 119.5 into Com1.   The Captain said, "1123 is with you."   Helena Approach responded and indicated that the Altimeter was 29.78.   The Captain barked, "Altimeter 2978".   The FO set the Altimieter to 29.78 and responded with, "Altimeter 29.78, Roger"

As the aircraft descended below 14,000 feet, the FO said, "Captain, I recommend setting the Airspeed to 240 knots."   The Captain responded by saying, "Airspeed 240."   The FO set the airspeed and confirmed with, "Roger - Airspeed 240."

The aircraft continued down to 11,000 feet. (see Descent - Part Two below)

Listen to a typical Descending from Cruise Level down to 11,000 feet scenario... click HERE

Listen to a typical Descending below 10,000 feet scenario... click HERE

As the aircraft descended to the approach altitude (typically on downwind or base) and the Localiser was detected, the FO said, "The localiser's alive."

NOTE: If the aircraft were performing an ILS approach, the FO would have said, "The glideslope's alive" as the glideslope was detected.

NOTE: If the Captain and FO had previously run through the Descent Checklist, then about 20 miles from the runway, the FO would ask, "Captain, do you want me to go through the Approach and Landing checklists and assist you with the landing?". Alternatively, the Captain could say, "Let's do the Approach Checklist."   The FO would respond with, "Roger. I will perform the approach and landing checklists as requested." The Approach and Landing checklists are so closely interwoven, that it makes sense to do both.

As it approached the runway, the aircraft intersected the glideslope. The FO reported, "We've captured the glideslope." The aircraft began its descent down the glideslope and after a drop of a few hundred feet, the FO reduced the airspeed further to 170 knots... then 160 knots and extended the flaps to 25 degrees. At about 2,000 feet above the ground level (AGL), the FO lowered the landing gear. After receiving the "Cleared to land" from ATC, the FO reduced the airspeed to 150 knots and set the flaps to 30 degrees.   Then, about one minute out, the Captain instructed the flight crew to be seated.

Around 1,000 feet, the Captain called out, "Auto-Pilot off." The FO turned off the Auto-Pilot and confirmed the action. As the aircraft descended to 1,000 feet (AGL), the Ground Proximity Warning System (GPWS) began to make call outs. "1,000", "500", "400", "300", "200", "Minimums", "100", "50", "40", "30", "20", "10" until the aircraft touched down.

In this example, during the descent, the aircraft momentarily dropped below the glideslope and the GPWS called out "Glideslope" and also warned the crew of wind shear conditions. At approximately 30 feet AGL, the FO turned off the Auto-Throttle and pulled the thrust levers back to their idle position.

As the aircraft touched down, the FO applied the reverse thrust, extended the spoilers and maintained the reverse thrust until the aircraft's speed dropped below 65-75 knots (depending upon headwinds). When the reverse thrust was removed, the FO released the autobrakes, retracted the flaps to their full up and trim position and turned on the cabin music. The Approach and Landing checklists ended.

Listen to a typical Downwind, Turning onto Base, Approach and Landing scenario... click HERE

Listen to a typical Taxi to the Gate scenario... click HERE

Listen to a typical Parking scenario... click HERE

Listen to a typical Shutdown scenario... click HERE

NOTE: If the AutoBrakes switch were set to the RTO position, the brakes would have slammed on hard.   If the AutoBrakes switch were not set to RTO, then the FO would have stepped on the brakes as hard as humanly ( well, you know what I mean ) possible!

To listen to a typical Rejected Take Off ("RTO") scenario, click HERE